Transmission



May 7,

0. H. BANKER TRANSMISSION Original Fild Aug. 15, 1938 4 Sheets-Sheet l INVENTOR.

car HEW &1 RNEY.

y 1946- o. H. BANKER 2,399,657

TRANSMISS ION Original Filed Aug. 15, 1938 4 Sheets-Sheet 2 QvMQQ @A ORNEY. m

O. H. BANKER TRANSMISSION May 7, 1946.

Original Filed Aug. 15., 1938 4 Sheets-Sheet 3 lllllllllllll ll lllllnll| a 1N VENTOR. Oscar/i. .56222/66/1 &.4 9 ca,

0. H. BANKER TRANSMISSION May 7, 1946.

Original Filed Aug. 15, 1938 4 Sheets-Sheet 4 @A 0 BY.

I PatenteclMay 7, 1946 TRANSMISSION 4 Oscar H. Banker, Chicago, 111., assignor to New Products Corporation, Chicago, 11]., a corpora:

tion of Delaware Original application August 15 1938, Serial No.

224,933. Divided and this application December 29, 1943, Serial No. 516,097

8 Claims. (on. 74-412) The invention relates generally to a change speed transmission and more particularly to an overdrive transmission, and has as'a general object to provide a new and improved transmission of that type. This application is a division of my application Serial No.- 224,933, filed August 15,

A more particular object of the invention is to perfect an overdrive transmission having a planetary gear system and a clutch and brake device of the overrunning jaw type for controlling the planetary system to obtain a direct or an over-. drive.

Another object is to provide an overdrive transmission having a planetary gear system and an over-running brake of the jaw type having a stationary element and a movable element, the movable element of the brake being associated with the reaction member of the planetary system to utilize the tendency of the reaction member, upon a reversal of torque in the transmission, to drop v to zero' speed and reverse its direction of rotation overrur'ming clutch taken approximately along the line 3-3 of Fig. 1.

Fig. 4 is a transverse sectional view taken al proximately along the line 4-4 of .Fig. 1 and looking in the direction of the arrows indicated in Fig. l.

Fig. 5 is a fragmentary view taken approximately along the line 8-5 ofjig. 4, showing the shifting means of the transmission.

of the movable clutch element.

for effecting engagement of the movable element with the stationary element of the brake.

Yet another object is to provide an overdrive transmission, having a clutch and brake device of the overrunning jaw type, with new and improved means, preconditioned under manual control, to eflect a shift of the movable element of the clutch and brake device upon a change in torque in the transmission.

Still another object is to provide new and imparent from the following detailed description taken in connection with the accompanying drawings, in which:

Fig. l is a view, partially in vertical diametricai' section and partially in elevation, of an overdrive transmission embodying features of the inven ticn.

Fig. 2 is a'reduced plan view of the transmission shownin Fig. 1 having a portion of the one ns broken away toreveal certain interior construction.

Fig. 3 is a fragmentary sectional viewv of. an

Fig. 10 is a fragmentary transverse sectional view taken along the line l0--l ll of Fig. I.

Fig. 11 is an elevational view of the transmission of an automotive vehicle having the overdrive transmission disclosed herein incorporated therewith and showing the electrical control for the overdrive transmission.

Fig. 12 is an enlarged longitudinal sectional view of. one control switch of the electrical means governing the transmission.

' While the invention is susceptible of various modifications and alternative constructions, it is 5 disclosed herein and will hereinafter be described proved electrical means for preconditioning the in a preferred form and one modification, but it is not intended that the invention is to be limited bodied in such an automotive vehicle. As shown in Fig. 11, sucha vehicle has a casing A which houses the conventional fiy-wheel and friction clutch, and a casing B which houses a conventional transmission having three speeds forward and one speed reverse. Adapted to be secured to the casing B is a generally tubular casing C which I houses the overdrive transmission forming the subject of this invention.

Referring first more particularly to the form of the invention disclosed in Figs. 1 to 6, the overdrive transmission housed in the casing C comprises a drive shaft l5 and a driven shaft I6 disposed in axial alinementg The drive shaft l5 may be a continuation of the driven shaft of the three speed transmission, or may be an individual shaft coupled to the driven shaft of the transmission. In either case, it preferably is journaled at the end adjacent the casing B in a ball bearing ll, while at the end adjacent the shaft [6 it is formed with a reduced portion it journaled in roller bearings I 9 in a recess 20 in the end of the shaft [8 provided for that purpose. The shaft It in turn is journaled in ball bearings 2| and 22 mounted in the casing'C and located respectively at the inner and the outer ends of the shaft I6. At its outer end the shaft it projects from the casing!) and has non-rotatably secured thereto a conventional coupling plate 23.

Operatively associated with the drive shaft i and the driven shaft it are a planetary gear system, generally designated 25, and an overruning clutch and brake device of the jaw type, generally designated 28, which is shiftable to govern the opciation of the planetary gear system and thus determine whether there'will be a direct drive between the shafts l5 and I9 or whether there will be an overdrive of the shaft [8. The planetary gear system 25 is generally of conventional construction and, accordingly, comprises a sun gear which herein takes the form of teeth 28 formed on one end of an elongated sleeve 29 rotatably mounted on the shaft l5. Freferably bushings 30 are interposed between the sleeve 29 and the shaft l5. Meshing with the teeth 29 forming the sun gear are a plurality of planet gears 3|, only one of which is here shown, each of which is rotatably mounted on a shaft 32 mounted in a planet gear carrier, generally designated 33, and composed of an annular plate it in which one end of the shaft 32 is received and an annular hub 95 in which the other end .of the shaft 32 is received, and which is splined to the end of the shaft II for rotation therewith. In turn meshing with the planetary gears ii is an orbit gear 36 fixedly secured to an annular head 31 formed integral or at least secured to the inner end of the shaft it. A conventional split lock ring 38 and a conventional locking ring 39 retained by spring pressed plunger 40 are provided for retaining the orbit gear 39 on the head 31 and the hub 35 on the splined end of the shaft I5. An annular guard ring 4i secured to the plate 34 may also be provided. The external circumference of the orbit gear 38 may be formed with helical grooves 42 which cooperate with an annular rib 43 to convey oil from the casing to the left of the planetary gear system, as viewed in Fig. 1 to the right thereof, and an oil duct 44 is preferably provided in the shaft II to supply lubricant to the bushings ill.

The overrunning jaw clutch and brake device 26 is a double ended or duplex device and, accordingly, comprises two sets of cooperating jaws or teeth. Constituting half of one such set of jaws are a plurality of jaws 45' integral with a stationarily mounted plate 48 interposed between'the casing B and the casing C, and constituting one-half of the other set of jaws are a names? such overrunning is prevented under other conditions; the ends of all of the clutch jaws are beveled. Moreover, the direction of the bevel is chosen witha view to the direction of rotation of the shafts I5 and I6 and of the elements of the planet gear system, particularly the sleeve 29. In the present instance, all of the beveled faces lie in parallel planes.

It is a feature of this invention that the element 50 is associated with the reaction member of the planetary gear system in such a manner that the tendency of that reaction member to slow down and reverse its direction of rotation, upon a reversal of torque through the transmission, is utilized to effect engagement of the element with the stationary jaws to provide for an overdrive of the transmission. Accordingly, the shiftable element is slidably splined onto the sleeve 29 which, in the present instance, constitutes the reaction member of the planetary gear system. Mounted on the sleeve 29 in this manner, the shiftable element 59 is rotated at the same rate and in the same direction as the sleeve 29 and thus has imparted to it the same movements as are imparted to the reaction member of the planetary gear system as an incident to a reversal of torque through the transmission, which movements include a reduction in speed to zero at which time reversal in the direction of movement takes place. The manner in which these movements are obtained and the manner in which they are utilized to effect the engagement of the brake will presently be made more apparent.

As shown in Fig. 1, the element 50 is in overdrive position in which its jaws 48 are engaged with the stationary jaws 45. As a result, the sleeve 29 or the reaction member of the planetary gear system is held against rotation and thus rotation of the planet gear carrier 33 imparted by the shaft l5 causes the planet gears 3! to rotate about their shafts 32 in addition to being revolved'about the sleeve 29, and thus the orbit gear 38 and the shaft I6 are driven at a higher rate of speed than is the shaft 15. When the element 50 is shifted to the right, as viewed' as the shaft l5.

For shifting the element 50 from one position 7 to another, means is provided (see Figs. 4, 5 and plurality of jaws 41 formed integral with the plate 34 of the planet carrier 33. Adapted to'be engaged respectively wlththe jaws 4i and with the jaws 41 are a plurality of jaws 48 and 49 formed on opposite ends of a'rotatable and shiftable element 50. These jaws have sufflcient play when engaged so as to exceed any backlash in the gearing. In order to enable the overrunning of the element 50, under certain conditions while I 6) which is adapted to be preconditioned under manual control to urge the element 50 in a direction to effect the engagement desired, while the actual shift takes place at a time when the operator of the. vehicle momentarily decelerates the engine and thus releases and frees the element to the action of the preconditioned means. The shifting means comprises a shaft extending transversely of the casing C to be journaled at one end in the casing and atthe other end to be] journaled in and project through a plate 58 removably-secured over an opening 51 formed in the side wall of the casing C. Rotatably mounted on the shaft 55 within the casing is a yoke 58 having a shoe 59 mounted at the end of each of its arms 60 and engaging the element 50 on diametrically opposite sides in a groove 6| provided for that purpose. Through the medium of this yoke, the element 50 is shifted longitudinally of thesleeve 29 whenever the yoke 58 is rocked.

To permit preconditioning of the shifting gaeement with the other set of jaws.

positions. It is believed apparent from the foregoing that anyshift of the element 50 to eflect the ear 63 on one side thereof is a spring 64 which is coiled loosely about the shaft 55 and termi-' nates in a hooked end having a one-way engagement with a pin 65 secured in the shaft 55. Similarly, a second spring 66 is loosely coiled about the shaft 5 and has one end engaging the ear ill on the opposite side from the spring M and has its other end hooked to have a one-way engagement with the pin it. It is believed apparent from the foregoing that by rocking the shaft to in one direction, for example, clockwise, as viewed in Fig. l, the pin 85 will tension the spring it in a manner causing thesame to urge the dog it and hence the shiftable element it to the left in Fig. 1, that is, toward overdrive position. Conversely, upon rocking the shaft to in a counterclockwise direction, as viewed in Fig. l, the spring M will be tensioned in a manner causing it to urge the element Eli toward direct drive position, that is, toward engagement with the jaws ll. Such rocking movement may he imparted manually through the lever tl pinned to the projecting end of the shaft or maybe recited by electrical means but under manual control, as shown in Fla. ll, and as will presently be described in greater detail.

With one of the springs M or it tensioned to shift the element it and with the motor oi the vehicle then deceierated so as to release the drivinc torque through the transmission, the element hit is freed and is immediately urged toward en- Engag ment, however, does not immediately take place, because oi the difference in rotative speed of the cooperating jaws and, as a result, there sometimes results a kick-beet; oi the shit table element tit which tends to cause reenaagement oi the element with the jaws from which it has just been disengaged. This, of course, is undesirable and means are provided herein for preventing such reengagement as a result of a'lrich-bach. To that end, there is pivotally mounted on the cover plate it a compounddog iii and a similar com pound dog ll disposed on opposite sidesoi the ear til. Each dog is formed with an abutment it and by means of a coil spring it is urged to a horizontal positionoi the abutment ll. Such a position is determined by meansgoi cooperatingproiections it formed respectively on the docs and the casing 0. Also formed on each dog is a cam arm ll spaced both angularly and axially from the abutment ll. As previously stated, the dogs It and ii are disposed on opposite sides of the car 33 and the abutments 12 are dogs so that the abutments 12 are removed from the path of the ear 83, there is pinned to the shaft engagement of its jaws with the cooperating jaws is eflectively prevented by the abutment 12, unless shift in a particular direction is desired, in which instance rotation of the shaft 55 will, through the arm 'l'l, have rotated the dog so that the abutment 12 no longer is in the path of the car 83. Thus, should there be a kick-back'at any time, reengagement will be prevented because the car 33 cannot proceed beyond the end of the abutment it.

The operation of'the shifting means, as well as the unique association of the element 50 with the planetary gear system, can best be understood and appreciated from the following brief description 01' the operation of the overdrive transmission. For this purpose, let it be assumed that the overdrive transmission is operative, that is, the element 60 is engaged with the stationary brake jaws l5 so as to hold the sun gear stationary. The various parts would then be in the positions shown in Figs. 1 to e. Let it be assumed further that the operator oi. the vehicle now desires to revert to direct drive. To obtain such shift to direct drive, the lever t'l is first actuated in a counterclockwise direction, as viewed inFig. l, which thus rocks the shaft it in a counterclockwise direction, as viewed in Figs. 1 and 5. With such rocking of the shaft at, the spring it is tensioned so that it tends to urge the element ht, through the yoke ht, toward the right, as viewed in mg. i, that is, toward engagement with the clutch jaws ll. Rockina of the shaft at also swings the arm ll'which in its movement engages the cam arm it of the dog it and pivots. the same in a counterclockwise direction to that the abutment iii is rotated out of the path oi the ear 8d. Such swingina' i the arm ll trees the dog ill to the control of its spring it, however, the doc cannot Pivot because the abutment it thereof is in engagement with the lower edge or the ear iii. The shaft id is retained in its rotated position by means of the pioneer it engaging the appropriate detent it.

The shifting means has now been preconditioned, however, actual shift oi the element fill does not take place because the frictional engagement of the laws M5 and M3, due to the fact that the vehicle is still being driven therethrough, is so great that the spring at does not overcome that frictional engagement. To eflect the shift, the operator oi the vehicle next releases the accelerator pedal to decelerate the engine and with such deceleration there is a reversal in torque in the transmission, since the momentum of the vehicle now is driving the transmission instead of the vehicle being driven from th engine. If it be assumed that the shaft l5 and the shaft I! normally rotate in a clockwise direction, as viewed in Fig. 4, then with the element ,50 shifted to lit an arm 11 extending downwardly between the dogs l0 and ii in the plane of the cam arms II oi the dogs. Thus, as the shaft 55 is rocked to shift the element 50, the arm 11 engages a correpath of the ear 6!. The arm 11 also serves as .a means for yieldably retaining the shaft in one position or another and to thatend carries detents II with which a spring pressed plunger overdrive position the planetary gear carrier 33 and the orbit gear 38 also rotate in a clockwise direction while, as previously stated, the sleeve I 2! is stationary. with the reversal of torque re.-

sulting from the deceleration of the engine, the frictional engagement between the jaws II and 19 engages to retain the shaft ll in one of two 76 gagement with the clutch Jews 4'', such engagement cannot take place immediately because of the difference in rotative speeds between the carrier 33 and the element 50, and particularly because, due to reaction in the planetary gear system during the deceleration of the engine, the sleeve 29 is rotated in a counterclockwise direction, as viewed in Fig. 4. Duringsuch rotation of the element 50 and the jaws 4'! in opposite directions, the engagement of the beveled faces of the jaws may tend to cause a, kick-back of the element 50. However, in the present instance, re-' engagement of the brake laws 45 and 38 is effectively prevented because with the initial shift of the element 50 the ear 63 was withdrawn from above the abutment 12 of the dog I0, thereby permitting the same to pivot and position the abutment 12 in the path of the ear 63. With the element 50 disengaged from the jaws 45 and urged toward engagement with the jaws M, the operator of the vehicle now again depresses the accelerator pedal to accelerat the engine, with the result that the reaction in the planetary gear system causes the sleeve 29 to rotate in a clockwise dircetion, as viewed in Fig. 4, and, at the time that the shaft is is rotating at the same speed as the shaft l6 or just a fraction above, the element 50 will be rotating at the same speed or just a fraction above the clutch jaws d'i, thereby causing the long edges of the jaws to engage and hold the two sets of jaws in synchronism',

course, that this time the spring G6 will be tensioned and the dog ill will be pivoted by means of the arm ll, as seen in Fig. 5. Just as previously described, actual shift of the element W does not take place upon the preconditioning of the shifting means but awaits release of the ele ment 50 by a deceleration of the engine. With such deceleration, the torque of the transmission is again reversed with the drive now being applied by themotor vehicle, as distinguished from the engine, and with such change in torque the frictional engagement between the clutch jaws 41 and as again is reduced, permitting the spring 86 to disengage the element 50 from the jaws d! and shift the same toward engagement with the brake jaws t5. Particular attention is drawn to the fact that, at the time, of disengagement of the element 58 from the clutch jaws t1, the element 50 has been rotating in a clockwise direction, as viewed in Fig. 4, and thus at first overruns the stationary jaws t and no engagement takes place. However, the reaction in the planetary gear system, as a result of the deceleration of the engine, is such that it tends to rotate the sleeve 29, and hence the element 50, in a counterclockwise direction, as viewed in Fig. 4, and thus with the deceleration of the engine the sleeve 29 rotates progressively slower, finally passing through zero and tending to rotate in the reverse direction, that is, counterclockwise. It is this tendency of the reaction member of the planetary gear system, under the conditions described, to reverse its direction of rotation which is utilized to bring the element W down to a stationary condition for engagement with the stationary brake jaws 45. Thus at the time of reversal of the direction of rotation of the sleeve 29, or with the first rotation in a counterclockwise direction, the long edges of the brake jaws 45 and 4-8 engage and permit the jaws 45 and 48 to become fully engaged. With the element 50 engaging with the stationary jaws 45, the sleeve '29 is now held stationary and thus an overdrive is imparted to the shaft I6 as before.

In order that during operation of the vehicle in reverse there may always be a direct drive between the shaft I5 and the shaft IS, the shiftable reversing gear 83 (see Fig. 2) of the three speed transmission carries a pin B l which extends sildably through the plate 16 into abutment with one arm 60 of the yoke E8 so that when the gear 83 is shifted to the right, as viewed in Fig. 2, to place the transmission in reverse, the element 50 is also shifted over into engagement with the clutch jaws 41.

In Figs. 'l'to 10 of the drawings, there is disclosed a slightly modified form of the invention. For the most part the construction of the form disclosed in Figs. '7 to 10 is the same as that disclosed in Figs. 1 to 6 and, therefore, as to the similar structure, any description would be but repetitious of what has already been described. Accordingly, the same reference characters plus a prime have been applied to like elements and for a description reference is made to the description of the disclosure in Figs. 1 to 6.

The form of the invention as disclosed in Figs. 7 to 10 differs from that disclosed in Figs. 1 to 6 primarily in the construction of the Jaw clutch and brake device and of the means for eliminating the shock and noise incident to a kickback of the shiftable element St. Briefly, the

difference resides in the fact that the means for eliminating the shock and noise incident to a kick-back is incorporated in the clutch and brake device and this construction will now be described. As in the form of the invention previously described, the clutch and brake device has a double ended, shiftable member, and, ac- 'cordingly, there are two sets of jaws. Constituting a part of one set are a plurality of jaws 98 formed internally of an annular flange 9| integral with the stationary plate G6, and constituting a part of the other set are a plurality' of jaws 92 formed internally of an annular flange 93 integral with the plate 3 5' of the planetary carrier 38'. Adapted to engage respectively with the jaws and 92 are jaws 9d and Q6 formed externally on opposite ends of the element 50'.

In order that the kick-back preventing means may be incorporated in the element 50', the jaws 94 and 96 are of special construction adapted for cooperation with the kickback preventing means. To that end, each of the jaws 9d and 96 in addition to having its front face beveled (see Figs. 7 and 9) has a notch 91 formed in its short edge extending from the beveled face inwardly to an intermediate point of the jaw whence it forms a shoulder 98. Intersecting the notch 97 at its inner end is a transverse groove 99 which has no utility, however, save to facilitate formation of the notch 91 and particularly shoulder 98.

Encircling the jaws on each end of the element 50' is an annular guard ring I00 which, as best seen in Fig. 8, is formed with a plurality of notches IDI corresponding in number to the number of jaws and each slightly wider than a jaw and corresponding in depth to the depth of the notches ill. This ring I00 is urged outwardly by a compression spring 502, but is restrained the face of the guard ring projects beyond the face of the jaws 94 and 96 and that the diameter of the guard rings is equal to the diameter of the annular flanges SI and 93.

' It will be apparent from the foregoing description thateach guard ring is mounted on an end of the element 50' for both limited rotation relative thereto and for sliding movement longitudinally thereof. Because of such mounting, the guard ring I may assume what may be termed a blockin; position or a yieldable position. The guard ring I00 is in blocking position when it is shifted angularly with respect to the jaws 94 and 00, so that the teeth I01 formed between the notches I0! are received in the notches 31 formed in the j'aws. This position is shown in Fig. 8 and it is believed apparent that when in that position the shoulder 93 of the jaws prevents longitudinal shift of the guard ring. Thus, should the element 00' be urged toward engagement while the ap-' propriate guard ring is in blocking position, the guard ring would strike one of the annular flanges 9| or 03 and thus prevent engagement of that set of jaws and, moreover, would even prevent contact of the jaws. As will presently become more apparent, the guard ring I00 is r0- tated so as to disengage the teeth I01 from the notches 91 as a resultoffrictional engagement between the guard ring and the annular flange Si or 93, which thus frees the guard ring for longitudinal movement permitting the same to be shifted inwardly so that it no longer blocks engagement of the clutch jaws.

As was the case in the preferred form of the invention, the operation and the unique concept of the construction here disclosed can best be understood and appreciated from a brief description of the operation. Accordingly, let itbe assumed that the elements are in the positions shown in Figs. 7 to 10, which means that the transmission is now operating as an overdrive rotating the shaft I 6' at ahigher rate than the shaft I5. Let it also be assumed that. the shafts I5 and I6 normally rotate in a clockwise direction as viewed from the left in Fig. 7. Under these conditions, the sleeve 29' forming the sun gear- .of the planetary gear system is held stationary by the element 50' and thus the planet gear carrier 33' and the orbit gear 38' are also rotating in a clockwise direction, as viewed in Fig. and from the left in Fig. 7.

If now the operator of the vehicle wishes to return to direct'drive, he actuates the arm 61' to rock the shaft 55' in a counterc1ockwise"direction, as viewed in Fig. 7. As an incident to such rocking of the shaft 55', the spring 64 is tensioned and thus through the ear 63' tends to the operator decelerates the engine so that there is a reversal of torque through the transmission, with the drive now being supplied by the momentum of the vehicle while the shaft I5 continues to drop in rotative speed. As a result of that reversal of torque, the frictional engagement between the jaws 90 and 90 is reduced, enabling the spring to shift the element 50 to the right in Fig. 7, bringing the guard ring I00 into contact with the annular flange 93, which which will be counter to the direction of rotation of the clutch jaws 92. It is believed apparent that the frictional engagement between the guard ring I00 and the annular flange 93 during such counter rotation tends to retain the guard ring in its blocking position, and thus engagement of the clutch jaws is prevented. Thus, to efl'ect final engagement of the clutch jaws, the operator again accelerates the engine and, under those circumstances, the direction of rotation of the sleeve 29' and the parts carried thereby is reversed and is in a clockwise direction, as viewed irom the left in Fig. 7, that is, in a counterclockwise direction as viewed in Fig. 8. The guard ring I00 and the annular flange 93 are now rotating in the same direction, though the speed'of the flange 93 may be greater than that of the guard ring I00 and thus still tends to retain the guard ring in its blocking sition. However, as the speed of the shaft I0 increases, the speed of the element 50' also increases until it reaches and exceeds by a fraction the speed of rotation of the flange 93. With that momentary rotation of the element 50' at a speed in excess of the flange 93, ,the guard ring I00 is shifted angularly so as to free itfrom the shoulders 98. permitting the spring 64 which is stronger than the spring I02 to shift the element 50' the remainder of the distance into engagement with the clutch jaws 92. Since at the time-of the release of the guard ring I00 the element 50' is rotating in synchronism'with or shift the element 50 to the right, as viewed in Fig. 7, to eifect engagement between the clutch jaws and 92, Such shift of. the element, however, does not immediately take place, because the frictional engagement between the jaws 94 and 30 prevents the spring 64' from effecting a disengagement.

To effect the actual shift of theelement 50',

slightly above the jaws 92, final engagement of the jaws 92 and 96' is effected without shock and is assured because the bevel of the jaw faces has been so designed with respect to the direction of rotation of the parts under the prescribed circumstances that the long edges of the jaws are now approaching one another. As a result, the jaws are not cammed away from one another as during overrunning of the clutch, but are caught preparatory to flnal engagement.

It is believed apparent from the foregoing that this modified form'of construction prevents reengagement of the jaws just disengaged by eliminating any possibility'of a kick-back. With this form of construction, the Jaws are prevented from engaging until the appropriate speeds and directions of rotation are attained and thus no kickback can'take place. This construction also assures extreme quiet in operation, since'it eliminates the noise incident to engagement of the jaws' during overr'un'n'ing of the clutch.

To shift theltran'smission from direct drive to overdrive, the operator of the vehicle again Dreconditions the shifting means by rocking the shaft 55 and then upon deceleration of the engine the shifting means urges the element 50 to the left, as viewed in Fig. '7, bringing the guard ring I into engagement with the annular flange 9i. Since in direct drive the element 50' was rotating in the same direction as the shaft I, namely, in a clockwise direction as viewed from h l ftin i during the initial contact of the guard ring I00 with the flange M the frictional engagement will tend to retain the guard ring in its blocking position. However, with the reversal in torque resulting from a deceleration of the engine, the reaction in the planetary gear system causes the sun gear, that is, the sleeve 29' to pass through zero speed of rotation and tend to reverse its direction of rotation. Consequently, with the first tendency toward reversal in the direction of rotation of the element 50', the frictional engagement between the flange ill and the guard ring I00 will rotate the guard ring relative to the element to free it and permit the spring 66 to shift the element 50' further and efi'ect actual engagement of the jaws 90 and 9 3. Since at the time of the release of the guard ring I00, the element is rotating at substantially zero speed or is rotating at a very low speed in a counterclockwise direction, as viewed from the left in Fig. '7, engagement of the jaws a l with the stationary jaws 90 may take place without shock. Thus, it will be apparent that in this form the tendency of the' reaction member of a planetary gear sytem to come to a stop and then tend to reverse its direction of rotation is utilized both to bring the element Eildown to zero speed of rotation so as to enable its engagement with stationary jaws and also to shiftthe guard ring loll so as to free the element for engagement.

In both the construction disclosed in Figs. 1 to 6 and the construction disclosed in Figs. '7 to 10, there is interposed between the drive shaft in in Figs. 1 to 6, or that shown in Figs. 7 to 10. When the electrical system is employed, the arm 67 is replaced by a beam IIE which is fixedly secured to the projecting end of the shaft 55. The beam I I5 has connected to one end a solenoid device 0 and to its other end a solenoid device D for rocking the same, and intermediate its ends it has projecting therefrom at right anand the driven shaft It a one-way overrunning clutch, generally designated Hit in Figs. 1 to 6, and by a corresponding character plus'a prime in Figs. 7 to 10. More specifically, this overrungles a finger H6 extending between the plungers of two spring closed switches So and Sd.

Electrical energy for the solenoid devices 0 and D is supplied from 'a storage battery iIl, one terminal of which is connected to ground by means of a lead'li8. and the other terminal of which is connected by a lead I I9 to the movable contact I28 of a centrifugal switch device, generally designated I2I. The movable contact I is disposed between two stationary contacts I22 and I23, of which contact I22 is connected by a lead I26 to a rotatable contact I25 of a two-way foot switch I26 mounted on the floor boards I21 of the vehicle beneath the accelerator pedal I28. The switch I26 is of well known construction, usually including a one-way clutch not shown, operating upon a first depression and release of its plunger I29to rotate the contact I25 into engagement with a stationary contact I 30 and upon a subsequent depression and release of its plunger I29, to rotate contact I25 into engagement with a stationary contact iii. The stationary contact its is by a lead I32 connected to one terminal of the switch Sd, the other terminal of which is connected by a lead I3 3 to one terminal of the solenoid device D which has its other terminal connected to ground, as shown, to complete a circuit for the solenoid.

A second circuit for the solenoid device D is provided which includes the centrifugal switch device IZI, but which does not include the switch I26. To that end the. stationary contact I 23 of the centrifugal switch device Iii is connected by a lead I35 to the lead E32. Thus, with the switch Sd closed, the solenoid device D may be energized whenever the switch E26 is actuated to engage contacts I25 and I36 regardless of whether the movable contact IZil of the centrifugal switch device is in engagement with the contilt tween the hub 35 and head 3? inone direction I6 may overrun the shaft it but that the shaft I5 may not overrun the shaft I6. This one-way overrunning clutch may be incorporated as shown and utilized as a safety factor, insuring not less than a direct drive at all times even should the element 50 fail to engage with the planetary gear carrier. Or this over-running clutch may be relied upon exclusively to effect a direct drive between the driving and driven shafts and one set of jaws, that is, those operating to lock the planetary gear system to operate as a unit, may be eliminated.

As previously stated, the element shifting means may be preconditioned by direct manual actuation, or electrically under manual control. Accordingly, there is disclosed in Figs. 11 and 12, an electrical control system which may be utilize with either the form of the inventio s own tact I22 or the contact I23. The solenoid device D will also be energized whenever the movable contact I20 of the switch device I2i engages conthe contact I39 of the switch ms is connected by a lead I36 to one terminal of the switch So, the other terminal of that switch being connected by a lead I37 to a terminal of the solenoid device 0. which has its other terminal grounded to complete the circuit, Interposed in the lead I36 is a hand switch I 38 preferably mounted on the instrument panel (not shown) of the vehicle. With but a single circuit for the solenoid device 0, it is apparent that switch I26 and the hand switch H39 exercise complete control of the solenoid device 0. However, when these two switches are closed to complete the circuit and when the switch So also is closed, the energization of the solenoid is under the control of the centrifugal switch device I2I The centrifugal switch device IZI is adapted to be driven from the means driving the speedometer of the automotive vehicle which, as best seen in Figs. 1 and 12, comprises a worm I40 secured to rotate with the shaft I6 and a worm wheel Ill. While the construction of the cenaseaow v 7 trifugal device per se forms no part of the invention, it comprises briefly a lower casing section I42 and an upper or cap section I43 divided from the lower section by a wall I44 of insulating material. The upper section contains the switch contacts proper which have previously been mentioned, while the lower section contains the centrifugal means. Thi centrifugal means consist simply of two saucer-shaped members I45.

and I46 between which are disposed a pair of balls I". The member I45 is connected to the worm'wheel I to be rotated thereby, while the member I46 carries a pin I48 which projects through an aperture in the wall I44 to engage and shift the movable contact I20. A compression spring I49 urges the member I46 into contact with the balls I41. As shown in Fig. 12, the balls I41 have been thrown outwardly by centrifugal force and have shifted the member I46 upwardly to cause engagement of the contact I20 with the contact I22. This centrifugal switch device may be pre-set so as to cause a shift of the contact I20 when the vehicle has reached any predetermined speed, For exemplary purposes,

it will be assumed that the device disclosed herein has been set for a speed of 30 miles.

The operation of the electrical control means is believed readily understood from the description thereof, so that a brief summary will suffice. The hand switch I38 is provided for the purpose of definitely cutting out the overdrive against all contingencies and thus is normally left closed unless the operator of the vehicle does shift the beam II! to the position shown in Fig. 11, which then preconditions the means for shifting the element 60. Upon release of the acceler ator pedal I28, the actual shift "of the element then takes place as previously described and the transmission'is in overdrive.

With the switch I26 in a position closing contacts I26 and I3I, the transmission will remain in overdrive only so long, however, as the vehicle not wish to use the overdrive under any conditions. Let it be assumed, therefore, that the switch I38 is closed and that the elements of the electricalcontrol system as well as of the transmission are in the position shown in the drawings, that is, that the transmission is operating at overdrive and that the vehicle is traveling at a rate in excess of 30 miles an hour, so that the centrifugal device I2I has engaged contacts I20, l22. Should the operator now wish to return to direct drive, he actuates the switch I26 by quickly depressing the accelerator pedal I28. The contacts I26, I30 will now be closed and, since the switch Sd already is closed, a circuit will be completed through the lead I24, the contacts I22, I20 of the switch device I2I, and the lead IIO, energizing the solenoid device D. As a result, the beam H5 will be rotated thereby rocking the shaft 55 to precondition the shifting means for the element 60. Upon release of the accelerator pedal I 28, actual shift of the shiftable element will then take place, as previously described.

As an incident to the rotation of the beam M5, the switch Sd has been opened .and the switch So has been closed, thereby preconditionmg the circuit for the solenoid device 0. The

transmission is now in direct drive and, though the switch so-thas been closed, it willremain in direct drive regardless of the speed at which the vehicle is driven andthus regardless of the condition of the centrifugal switch device I2I. To return to overdrive, the operator again momentarily depresses the accelerator pedal I28 to actuate the switch I26. contacts I25, 'I3l are engaged and, since the switch S0 is now closed, a circuit to the solenoid device 0 will be. completed, provided-the contacts I20, I22 are closed, that is, on condition that the vehicle is being driven at a rate in excompleted and the solenoid device 0 energized to With such actuation the to be opened as an incident to actuation of the is driven at a rate in excess of 30 miles an hour, for when the speed drops below'that rate the centrifugal device I2I will permit contact I20 to engage contact I23, thereby completing a circuit to the solenoid device D through the lead I35, which would then condition the transmission for a return to direct drive. Thus when the switch I28 is in position to have its contacts I25 and I3I in engagement, control of the solenoid device is under the centrifugal switch device and thus will be conditioned to efiect a shift of the transmission to overdrive or to direct drive, depending upon whether the speed of the vehicle is in excess of or below 30 miles an hour.

I claim as m invention:

1. In an overdrive transmission having an overrunning clutch of the jaw type and means adapted to be potentiated to effect a shift of the clutch upon the existence of a stated-condition in the transmission, electrical control means for potentiating the shifting means comprising a first solenoid device operable upon energization to potentiate the shifting means to effect shift of the clutch in one direction, a second solenoid device operable upon energization to potentiate the shifting means to effect'shift in the opposite di rection, and a control circuit for said solenoid devices comprising a source of electrical energy, a switch connected in series with one of said solenoid devices, a similar switch connected in series .wlth the other of said solenoid devices adapted to for a potentiation of the shifting means to direct drive position under any condition and to provide for potentiation of the shifting means to overdrive position when the speed of the vehicle with which the transmission is associated exceeds the value for which the centrifugal switch is adjusted.

2. In an overdrive transmission having an overrunning clutch of the jaw type and means adapted to be potentiated to effect a shift of the clutch upon the existence of a statedcondition in the transmission, electrical control means for' potentiating the shifting means comprising a first solenoid device operable upon energization to potentiate the shifting means to effect shift of the clutch in one direction, a second solenoid device operable upon energization to potentiate the shifting means to effect shift in the opposite direction, and a control circuit for said solenoid devices comprising a source of electrical energy, I

a switch connected in series with one of said solenoid devices, a similar switch connected in series with the other of said solenoid devices adapted solenoid device with which it is associated and to be closed as an incident to actuation of the other solenoid device, anda centrifugal switch a driven from the transmission comprising a movable contact, a first stationary contact and a second stationary contact, a first circuit for one of said solenoid devices including the solenoid actuated switch, a manual switch and one of the stationary contacts of said centrifugal switch, a second circuit for the same solenoid device including the solenoid actuated switch and the other stationary contact of said. centrifugal switch, and a single circuit for the remaining solenoid device including the solenoid device actuated switch, a manual switch, and a stationary contact of said centrifugal switch.

3. In an overdrive transmission having an overrunning clutch of the jaw type and means adapted to be tensioned to effect a shift of the clutch from direct to overdrive position and vice versa upon existence of a specified condition in the transmission, electrical means for tensioning the shifting means comprising a first solenoid device adapted upon energization to tension the shifting means to urge the clutch toward direct drive position,- a second solenoid device operable upon energization to tension the shifting means to urge the clutch toward overdrive position, and an electrical control circuit for said solenoid device comprising a source of electrical energy, a centrifugal device providing a first switch adapted to be closed when the transmission exceeds a certain speed and to be open below that speed,

and a second switch adapted to be closed when the transmission is operating below a certain speed and to be opened when the transmission is operating above that speed, a switch connected in series with the first solenoid device opened as an incident to actuation of the device, a similar switch connected in series with said second solenoid device adapted to be opened upon actuation of that device, a first circuit for said first solenoid device including the solenoid actuated switch, a manual switch and the first switch of said centrifugal device, a second circuit for said first solenoid device including said solenoid actuated switch and the second switch of said centrifugal device, said circuits for said first solenoid device assuring energization of the solenoid device to tension the shifting means for a shift of the clutch to direct drive position whenever the manual switch is closed regardless of the speed at which the transmission is operating, and a circuit for said second solenoid device including said solenoid device actuated switch, a

manual switch and the first switch of said centrifugal device whereby said second solenoid device may be energized only when said manual switch is closed and under that condition is under the control of the centrifugal device which causes energization of said second solenoid device only when the transmission is operating above the predetermined speed for which the centrifugal device is set and energizes the first solenoid device when the speed of the transmission is below that value,

4. In an overdrive transmission having an overrunning clutch of the jaw type and means adapted to be tensioned to effect a, shift of the clutch from direct to overdrive position and vice versa upon existence of a specified condition in the transmission, electrical means for tensioning the shifting means comprising a first solenoid device adapted upon energization to tension the shifting meansto urge the clutch toward direct drive position, a second solenoid device operable upon energization to tension the Shifting means to urge the clutch toward overdrive position, and an electrical control circuit for said solenoid device coma source of electrical energy, switch means connect- 2 prising a source of electrical energy, a centrifugal device providing a first switch adapted to be closed when the transmission exceeds a certain speed and to be open below that speed, and a second switch adapted to be closed when the transmission is operating below a certain speed and to be opened when the transmission is operating above that speed, a switch connected in series with the first solenoid device opened as an incident to actuation of the device, a similar switch connected in series with said second solenoid device adapted to be opened upon actuation of that device, a first circuit for said first solenoid device including the solenoid actuated switch, a manual switch and the first switch of said centrifugal device, a second circuit for said first solenoid device including said solenoid actuated switch and the second switch of said centrifugal device, said circuits for said first solenoid device assuring energization of the solenoid device to tension the shifting means for a shift of the clutch to direct drive position whenever the manual switch is closed regardless of the speed at which the transmission is operating, and a circuit for said second solenoid device including said solenoid device actuated switch, a manual switch and the first switch of said centrifugal device whereby said second solenoid device may be energized only when said manual switch is closed and under that condition is under the control of the centrifugal device which causes energization of said second solenoid device only when the transmission is operating above the predetermined speed for which the centrifugal device is set and energizes the first solenoid device when the speed of the transmission is below that value, the circuit for said second solenoid device including a hand operated switch in series adapted to be opened when operation at overdrive is not desired under any condition.

' 5. In a transmission having an overrunning clutch of the jaw type and means adapted to be potentiated to effect a shift of the clutch upon the existance of a stated condition in the transmission, electrical control means for potentiating the shifting means comprising a first solenoid device operable upon energization to potentiate the shifting means to effect shift of the clutch in one direction, a second solenoid device operable upon energization to potentiate the shifting means to effect shift in the opposite direction, and a control circuit for said solenoid devices comprising a ed in series with said solenoid devices and adapted to be operated as an incident to actuation of the solenoid devices, a centrifugal switch driven from the transmission, and a manual switch connected in circuit intermediate the source of energy and said switch means to provide for a potentiation of the shifting means to direct drive position under any condition and to provide for potentiation of the shifting means to overdrive position when the speed of the vehicle with which the transmission is associated exceeds the value for which the centrifugal switch is adjusted.

6. In a transmission having an overrunning clutch of the jaw type and means adapted to be potentiated to effect a shift of the clutch p the existence of a stated conlition in the transmission, electrical control means for potentiating the shifting means comprising a first electrically operated device operable upon energization to pctentiate the shifting means to effect shift of the clutch in one direction, a, second electrically operated device operable upon energization to potentiate the shifting means to effect shiiit in the opposite direction, and a control circuit for said electrically operated devices comprising a source of electrical energy, a switch connected in series with one oi said devices, a similar switch connected in series with the other of said devices adapted to be opened as an incident to actuation of the device with which it is associated and to be closed as an incident to actuation of said other devi ce,'a speed responsive switch driven from the transmission, and a manual switch connected in circuit intermediate the source of energy and said device actuated switches to provide for a potentiation or the shifting means to one drive position under any condition and to provide for potentiation of the shifting means to another drive position when the speed of the vehicle with which the transmission is associated exceeds the value for which the speed responsive switch is adjusted.

7. In a power transmission for driving a vehicle having an internal combustion engine, a vehicledriver-accelerator pedal, change speed means operable to efiect change from one speed ratio to another in the transmission including n overrunning jaw type clutch, electrically operated means for controlling the shifting of said clutch from one speed ratio to the other and vice versa, speed responsive means operating at a speed proportionate to the vehicle speed, a switch operated by said speed responsive means, electrical circuit-forming means controlled by said switch for effecting, operation of said electrically operated means, and a switch operable by the vehicle driver through said vaccelerator pedalwhen depressed repeatedly'beyond its wide open throttle position to effect changes in the transmission from one speed ratio to the other and vice versa when the speed responsive switch is closed, and to effect operation of the transmission in one speed ratio only when the speed responsive switch 8. In a power transmission, change speed means operable to eflec't change from one speed ratio to another in the transmission, electrically operated means for controlling the shifting of the transmission i'rom one. speed ratio to the other and vice versa, speed responsive switch operated by the transmission, electrical circuit-form ing means controlled by said switch for effecting operation of said electrically operated means, and a switch operable when depressed repeatedly to efiect changes in the transmission from one speed ratio to the other and back again when the speed responsive switch is closed, and to efi'ect operation of the transmission in one speed ratio only when the speed responsive switch is open.

osoaa H. BANKER. 

